Swap Y pipes and re-test?
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E-Test Horrors
- Thread starter sperold
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Swap Y pipes and re-test?
it is not hard to check the timing of the cams - you just pull the top timing cover off, and then turn the crank till the crank pulley mark lines up at 0 degrees (tdc) - at which time the cam sprockets will have the marks lined up with the marks on the steel timing cover if the cams are timed correctly.
Racer X
SHO Pilot, Retired
If you're failing on the NOx and HC tests, your cats are likely shot.
You can do one of two things:
1. Replace the Y-Pipe and retest.
2. Pull the SPOUT, re-test and pass, and fix the cats later.
Your call.
You can do one of two things:
1. Replace the Y-Pipe and retest.
2. Pull the SPOUT, re-test and pass, and fix the cats later.
Your call.
hawkeye18
Sorta cares
IIRC he already pulled SPOUT.
Racer X
SHO Pilot, Retired
Oops, read right past that.
Unless the O2 sensors are just barely functioning enough to not throw a CEL, which I doubt, it's the cats.
Unless the O2 sensors are just barely functioning enough to not throw a CEL, which I doubt, it's the cats.
93 SHO Tuner
Member
If it's the cats, then in BC you would be over the limit that you need to spend in order to pass(so you wouldn't have to do the repair)and you would get a conditional pass for the 2 years and be able to get your insurance. You would just have to pay the shop the Aircare diagnostic fee of $120 and the shop would write up the paperwork for the conditional.
Not sure if its like that in Ontario, but the BC repair cost limit for a 95 would be $400 I think.
Not sure if its like that in Ontario, but the BC repair cost limit for a 95 would be $400 I think.
sperold
Last to Know
As mentioned earlier, here are my numbers:
95 SHO MTX
...............Reading : Limit now : Limit when new
HC (ppm)...61............. 58............Don't know
CO (%)....--.22------- .32---------Don't know
NO (ppm)-- 869------ 435---------Don't know
89 SHO
HC (ppm)---43-------- 62---------71
CO (%)-----.13------- .35-------.40
NO (ppm)---464-------700--------805
As you can see, the requirements for the 95 are a lot tougher than the 89.
Does anyone know if there is an explanation for this as I am under the impression they are the same units. Do the later models have better emission equipment or better management?
My 89 would not have passed the 95 test.
95 SHO MTX
...............Reading : Limit now : Limit when new
HC (ppm)...61............. 58............Don't know
CO (%)....--.22------- .32---------Don't know
NO (ppm)-- 869------ 435---------Don't know
89 SHO
HC (ppm)---43-------- 62---------71
CO (%)-----.13------- .35-------.40
NO (ppm)---464-------700--------805
As you can see, the requirements for the 95 are a lot tougher than the 89.
Does anyone know if there is an explanation for this as I am under the impression they are the same units. Do the later models have better emission equipment or better management?
My 89 would not have passed the 95 test.
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Phoenix
SHOHOLIC
B9 vs X2J , its the only diff that I can see , but even there the changes are so small I really doupt it was SO much better with the X2J emission-wise.
I would ask them why the F the standards are higher then back then , For God sakes , the car didnt magically improve troughout the years.
sperold
Last to Know
Here is a summary of my diagnostic efforts using the OBD1 scanner, I am showing all screen indications, including separation codes:
95 SHO MTX
KOEO
000
111
10
542 c -fuel pump secondary circuit fault
KOER
000
6
10
538 r - Insufficient Rpm during KOER Dynamic Test Response
89 SHO
KOEO
11
10
18 c - loss of tach input / IDM circuit failure / spout circuit grounded
KOER
11
As you can see the 89 has 2 digit codes and the 95 uses 3.
My tach in the 89 only works when it feels like it, does the scan show I need a new cam sensor, or is it more complicated than that?
On the dynamic test for the 95, I stab the accelerator pedal to the floor and release it immediately, I hate the sound of a runaway motor. I did not do a second test, as I wrote it off to my reluctance to floor and hold.
95 SHO MTX
KOEO
000
111
10
542 c -fuel pump secondary circuit fault
KOER
000
6
10
538 r - Insufficient Rpm during KOER Dynamic Test Response
89 SHO
KOEO
11
10
18 c - loss of tach input / IDM circuit failure / spout circuit grounded
KOER
11
As you can see the 89 has 2 digit codes and the 95 uses 3.
My tach in the 89 only works when it feels like it, does the scan show I need a new cam sensor, or is it more complicated than that?
On the dynamic test for the 95, I stab the accelerator pedal to the floor and release it immediately, I hate the sound of a runaway motor. I did not do a second test, as I wrote it off to my reluctance to floor and hold.
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here in the US, the emissions requirements kept getting tighter over the years too. they didn't necessarily make changes to the vehicle, because they design them to be 1/100th of the standard anyway, so if the standard gets a little tougher, that just means that the design if 1/75th of the standard.
the koer test expects to see wot and an rpm of over 2000 at that point in the test. if you don't let the engine get over 2krpm, it will give you that code.
the 18 code is more likely a wiring/connector issue in my experience that it is the cam sensor, which iirc is code 19.
the koer test expects to see wot and an rpm of over 2000 at that point in the test. if you don't let the engine get over 2krpm, it will give you that code.
the 18 code is more likely a wiring/connector issue in my experience that it is the cam sensor, which iirc is code 19.
sperold
Last to Know
I am going to go cautious on my remedy. This is my low cost plan:
First, I am going to check the easy plugs to see if they look suspicious, and replace when needed.
I don't think I will buy wires, as I feel it would be a miss if one was bad.
I will put in new 02 sensors (maybe Denso, if not my trusty Motorcraft).
I will install new air cleaner.
I will run a tank of "Guaranteed to Pass" additive and fill up with ethanol rich gas.
I will clean the wire that reads the air flow.
I will pull the valve covers and have a peek at the valve lash.
I will retest when those changes are done.
I am working on the premise that it is a lean mixture problem, as I am getting great mileage numbers (who would have thought that could be bad).
If that fails, I will switch to the catalytic converter premise, or the "get the diagnosis document" from the "Drive Clean" center (which will most likely finger the cats, and since the cure is more than $450.00, get a conditional pass for $130.00 (cost of diagnosis).
Hate to do the last one, but it may come to that.
Any advice is welcome.
First, I am going to check the easy plugs to see if they look suspicious, and replace when needed.
I don't think I will buy wires, as I feel it would be a miss if one was bad.
I will put in new 02 sensors (maybe Denso, if not my trusty Motorcraft).
I will install new air cleaner.
I will run a tank of "Guaranteed to Pass" additive and fill up with ethanol rich gas.
I will clean the wire that reads the air flow.
I will pull the valve covers and have a peek at the valve lash.
I will retest when those changes are done.
I am working on the premise that it is a lean mixture problem, as I am getting great mileage numbers (who would have thought that could be bad).
If that fails, I will switch to the catalytic converter premise, or the "get the diagnosis document" from the "Drive Clean" center (which will most likely finger the cats, and since the cure is more than $450.00, get a conditional pass for $130.00 (cost of diagnosis).
Hate to do the last one, but it may come to that.
Any advice is welcome.
hawkeye18
Sorta cares
swap Y-pipes between the 89 and 95? Seems like that combined with pulling the SPOUT might do it.
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